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Airline Agreements 3 tive share of the 80% (or 90%). The basis of this is logic and equity--deplaning connecting pas- sengers do not use the baggage claim area. See CRP-CD-81 (enclosed herein), Appendix to Chapter 1, Airline Agreements, for excerpts from the STL Airline Agreements for a definition of deplaned destination passenger. Outbound baggage makeup space has changed character with the advent of baggage security requirements. This space was historically more commonly designated exclusive or preferential. With the advent of TSA-mandated baggage screening, this space in many airports has converted to nonairline space used by TSA. Under current regulations, airports cannot charge the TSA for the space but can charge for electric and other utilities and janitorial costs. The same change has taken place with security checkpoints. Once commonly designated common-use airline space, the security checkpoint is now TSA space with rental costs not recoverable, but utilities and janitor- ial costs billable to the TSA. Other types of space such as ATO and operations areas are variously classified as exclusive or preferential. This determination is frequently driven by the availability of vacant space. VIP rooms are generally classified as exclusive-use space. For additional discussion of space control and accommodation, please refer to Section 1.4. 1.3 Loading Bridge Ownership and Maintenance The trend is clearly a transition to airport ownership of loading bridges. This trend ties with the correlative trend to preferential use and common-use gates. Airport ownership of the bridges enables the airport to more easily reassign space or implement accommodation and other shared-use arrangements on gates. See CRP-CD-81 (enclosed herein), Appendix to Chapter 1, Airline Agreements, for excerpts from the STL Airline Agreement for stating the long-term policy to own all passenger loading bridges. In many airports there has been a mixed ownership of loading bridges. Many airports have a program to transition to full ownership via purchase of airline-owned bridges, airport replace- ment of airline-owned bridges whose useful life has expired, and airport purchase of bridges for newly constructed gates. Maintenance of loading bridges varies considerably among airports, even those that own the bridges. Some airports own and maintain all bridges regardless of ownership (CLT); some require the airlines to maintain both airline and airport-owned bridges (IAD and DCA, STL). In others the maintenance responsibility is determined by ownership (PDX, BWI). The maintenance responsi- bility is a negotiated term driven by each airport's respective preference for control of maintenance standards, transfer of financial responsibility, staff availability, and other individual determinants. Even where airlines maintain the bridges, airports can include language in the airline lease agree- ment that controls the maintenance that airlines perform on bridges. See CRP-CD-81 (enclosed herein), Appendix to Chapter 1, Airline Agreements, for excerpts from the STL Airline Agreement for provisions regarding airlines' maintenance of loading bridges. 1.4 Ability to Accommodate New Entrants and Growing Incumbents Airports' desire to control the use of their facilities to accommodate new entrants and growing incumbents has become a preeminent focus of airport sponsors and is a major ele- ment of airline agreement negotiations. There are virtually as many methods of accomplishing